Change speed transmission



Dec. 20, 1938. o. H. BANKER. 2,140,502

CHANGE SPEED TRANSMISSION Filed Nov. 30, 1934 4 Sheets-Sheet l --5J v 6dIt Z 1 INVENTOR I u v J8 6% ATTORNEYS Dec. 20, 1938. I v o. BANKER2,140,502

CHANGE SPEED TRANSMISS ION Filed Nov. 50, 1934 4 Sheets-Sheet 2 ATTORNEYS Dec. 20, 1938.1 0. H. BANKER CHANGE SPEED TRANSMISSION Filed Nov.: 30,1934' 4 Sheets-Sheet 3 IINVENTOR.

'I ak ATTORNEYS Dec. 20, 1938. o. H. BANKER I CHANGE SPEED'TRANSMISSIONFiled Nov. 30, 19:54

4 Sheets- Sheet 4 INVENTOR.

' ATTORNEYS actual operation ofthe device in anlautomotlve' PatentedDee. 2c, 1938 UNITED STATES.

cannon sracn TRANSMISSION H. Banker, Chicago, 111., assignor to NewProducts Corporation, Chicago, 111., a corporation of DelawareApplication November so. 1934, semi No. 755,283

19 Claims. (01. 74-"336.5)

T'lrie'invention relates to change speed transmissions of the automatictype.

One of the objects of this invention is to provide certain improvementsin the arrangement andconstruction of the parts of the device over thatof my prior applications Serial No. 647,157, filed Dec. 14, 1932, whichissued as 'Letters Patent No. 1,985,884, dated January 1, 1935, andSerial No. 658,747, filed Feb- 2'7, 1933, which issued as Letters PatentNo. 2,012,296, dated August 27, 1935, said improvements having beendeveloped to meet conditions met within the to second and tries to goback to high gear without first accelerating his motor for driving insecond-gear. According to the present invention the jaw clutches arepreferably arranged so that they are only partially disengaged undernormal conditions so that while the driven shaft can drive through theclutches to the drive shaft, the drive shaft cannot drive the drivenshaft through the .clutches until an actual full engagement iseffected.Also where both of the jaw clutches are adapted for partialdisengagement as above described they act to prevent the vehicle rollingbackwards when the same is on a hill and tends to roll down the hillbackwards as under these conditions they look the driven shaft againstFig. 2 is a detail sectional view taken on the line 22 of g. 1;

Fig. 3 is a detail sectional view taken on the broken line 3-3 of Fig.1;

Fig. 4 is a detail sectional view of certain of the parts of the controlmechanism;

Fig. 5 is a side elevation view of a transmission embodying theinvention, parts being broken away and parts being shown in section;

Fig. 6 is a detail sectional view taken on the line 68 of Fig. 3;

Fig. 7- is a detailed view of a portion of the clutches showing saidparts in a release position;

Fig. 8 is a detail sectional view taken on the line 88 of Fig. 1;

Fig. 9 is a detail view similar to Fig. 1 showing certain modifications.7

Referring to the drawings, the numeral l designates the transmissiondrive shaft which may be connected to the engine shaft through anysuitable clutch mechanism, preferably one of the automatic type. a

The shaft Ill. is journalled in a ball bearing journal mounted in thefront wall |2 of the casing I3, said shaft having a gear I formedthereon or secured thereto. A driven shaft I is coaxially arrangedrelative to the shaft l0 and has one end projecting into an axial boreIS in the shaft I0 and journalled in roller bearings I1 mounted in saidbore, and its other end portion is mounted in a ball bearing journal l8mounted in the rear wall of the casing l3.

A lay or auxiliary shaft I9 is mounted in bearings 20 and 2| in the endwalls of the casing and in parallel relation to the concentric shafts l0and 5 and has a gear 22 journalled on a bearing 22 on it and meshingwith the gear ll.

Spiral gears 23 and 24 are mounted on the shaft I5 and constantly meshrespectively with spiral gears 25 and 26 on the shaft IS, the gear 23being of somewhat larger diameter than the gear 24 which in turn issomewhat larger in diameter than the gear I.

With the above described gearing, low speed is obtained by drivingthrough gears l4 and to shaft I9 and then through gears 25 and 23 to theshaft l5; second speed by driving through hub 30 splined on the shaftl5. It is to be 'noted that the reduction ratio between the gears l4 and22 comprises the larger part of the reduction ratio of the gearing andthat the reduction ratio between the gears 23, is and 24, 2a is smallwith the result that the speed of rotationof the gears 26 and 25relative to the drive shaft will be low when the transmission is in itshigh gear ratio. The hub portion 3| of the gear 23 is splined to theshaft l5 and provides, a. sleeve on which collar members 32 and 33 areslidably mounted, the collar member 33 being also keyed to the hub 3| bya key 34 and also slidably mounted relative to the hub 30 of the gear29. The gear'24 has a bushing 35 that may turn freely on the shaft |5.

The gear 25 is loose on the shaft l9 and has a l 1 sleeve extension 36which is splined to engage intermeshing splines 31.011 a collar 88shiftable relative to said extension. the splines 3.1 also adapted toengage .the other clutch member 38 formed integral with or secured tothe shaft I9. The collar 38 is shown in Fig. 1 in a neutral position.but maybe shifted to establish the low gear ratio by its movement intointersplined relation between the inner race of the bearing 48 and aclutch roller retainer plate 44. The sleeve extension 4| is splined toprovide teeth 45 which are adapted to inter-engage with splined portionson the hub 46 of a clutch member 41 and the hub portion of an actuator48 of a one way clutch hereinafter described. The hub 46 of the clutchmember-41 is slidably mounted on the splines 46 and has a peripherallytoothed portion 49 which may be moved into engagement with a spline orintermeshing toothed rtion 58 formed in the, end of a sleeve 5| inte alwith and forming an extension of the hub 61- the gear 22. The clutchmember 46 is adapted to be shifted to bring the clutch parts 49 and 58into engagement to establish and maintain second gear ratio whendesired. The sleeve 5| also forms a drum extension adapted to be engagedat different annular sections by sets of clutch rollers 52 and 53 of oneway automatic clutches. The clutch rollers 52 engage the drum under theaction of an. actuator 54 keyed or splined to the shaft I9 and similarto the actuator 48 shown in detail in Fig. 2. The clutch rollers58engage the drum 8| under the action of the actuator 48 which aspreviously noted is splined or keyed to the hub 4| of the gear 26.Each'set of the rollers 52 and 63 cooperate with their drums andactuators to form automatic clutches of known construction and,

in connection with the actuator 48, Fig. 2 shows a detail of one of theclutches in which the rollers 53 work in recesses 55 having inclinedsurfaces 66 to wedge the said rollers against-the drum 5| under relativemovement of the drum and actuator in one direction and permit of therelease of the rollers under relative movement of the drum and actuatorin the. opposite direction, a block 51. backed by a spring 58 normally'acting to urge each roller 58 to a clutching position.

The gear 24 is adapted to be connected to the shaft I5 to establish thesecond speed gear ratio by speed responsive clutch mechanism and thegear I4 is adapted to be connected to theshaft II to establish thedirect drive by speed responsive clutch mechanism, both of these clutchmechanisms being here shown as operated by the same speed responsivedevice.

The shaft I 6 has a splined portion. 59 upon which clutch members 88 and8| are slidably splined.. Thegear 24 has a jaw clutch face 62 adapted tobe engaged by a mating face 68 of the member 68 and the gear I4 has ajaw clutchface 64 adapted to be engaged by the mating face 65 of themember 6|,the Jaws of these clutch elements being of the type havinginclined faces,

66 which the end portions of a shifter fork 61 are operatively disposed,and the clutch member '6I has a similar groove 68 in which the endportions of a shifter fork 69 are operatively disposed. The shifter fork61 is mounted on a transve'rsely disposed control shaft 18 journalled inthe casing and at one end portion having a crank arm 1| secured thereto,see Fig. 6. The shifter fork 68 is secured to a transverse control shaft12 journalled in the casing and having an exteriorly disposed crank arm13 at one end and an exteriorly disposed crank arm 14 at its other end,see Figs. 5 and 6. The shafts 18 and 12 are connected for operation ineach instance by a governor operated shaft 15. The shaft 15 has a bellcrank. lever 16 secured thereto, one of the arms of which has ayieldable spring link connection with the arm 1| of the shaft 18 and theother arm of which has a similar connection with the arm 14 of the shaftI2. The spring link connection first mentioned includes a rod 11pivotally connected at 18 with the lever 16 and carrying a stop collar19 against which the arm 1| is yieldingly pressed by a spring 88surrounding said rod and interposed between said arm 1| and a nut 8| onthe outer end. of the rod. The connection 'for the arm 14 includes a rod82 pivotally connected to the lever 16 at 83 and having a stop 84 at itsouter end engaging the arm 14 which is yieldingly held thereagainst by aspring 85 interposed between said arm and a nut 86 adjustably mounted onthe rod 82. With this construction when the shaft 15 is rotated orrocked clockwise as viewed in Fig. 6, the springs 88 and 85 will exert ayielding pressure against the arms 1| and 14 respectively and thus tendto rotate said arms and the shafts 18 and 12 connected therewith toshift the clutch members 68 and 6| away from each other.

The shaft 15, as previously noted, is operated through a speedresponsive mechanism, and in Fig.1 this mechanism isshown associatedwith the gear 29 on the driven shaft I5 and includes a plurality ofweighted levers 81, each lever being pivotally mounted on a pin 88carried by a bracket member 89 bolted to the web 98 of the gear 29.

'. Each lever also has an arm 9| adapted to engage at its outer end by aspring 96 and a tension adjusting bolt 91 with a lug 98 on the casing.

The collar 38 has an'annular groove 99 engaged by the armsof a shifterfork I88 having its end |8I slidably mounted on a shifter rod I82mounted in and extending longitudinally of the casing at one sidethereof, see Figs. 3 and 4.

The clutch member 41 has an annular groove I83 engaged-by the arms of ashifter fork I84 having its end I85 slidably mounted on the shifter rodI82 and engaged by a spring I86 normally urging said fork toward theright as viewed in Fig. 4.

The shiftable reverse gear 28 has a collar I81v provided with a grooveengaged by the arms of a shifter fork I88 mounted on an oscillatoryshaft I89.

A main control shaft I I8, that may be operated I from the dash throughconnections including an arm III. and link II2 as in myprior U. S.patents,

for example, No. 1,843,194, dated Feb. 2, 1932, has a cam I I3 (Fig. 4)mounted thereon provided with slots m and I I5 and a peripheral portionm. A

I26 engaging the peripheral portion H6, and it also has a cam portionI2I engaging a latch I22 pivoted at I23 and adapted to be moved by saidcam portion I2I into the position where the lug I24 on the shaft 12forms a stop to engage said latch I22 and thus prevent movement of saidshaft by the governor when the transmission is locked in second, Fig. 4.showing the parts in a neutral position. A second latch I 22 ispivotally mounted on a shaft I23 and is adapted to en-' gage theperipheral portion II6 of the cam H3 and when riding on the high portionthereof move into position adjacent the lugs I24 on the shafts l6 and12. This occurs in the neutral and ment of the'shaft H6 in aclockwise-direction causes the cam slot II4 to act on the fork I6I so asto shift it toward the right as viewed in Fig. 1 and thus move thecollar 33 intoclutched engagement with the clutch inember 39 to key'thegear 25 .to the shaft I9 for establishing forward low gear ratio andalso through the high part'of the cam portion II6 acts to thereafter, ifdesired,

shift the fork I64 toward the left as viewed in Figs. 1 and 4 to bringthe clutch parts 49 and 56 into engagement with each other to lock thetransmission in second gear ratio. During these movements of the camII3, the roller 6 rides in the dwell portion 6' of the slot 6 so thatthe lever II 9 cannot be moved. 0n the movement of the shaft I Illin acounterclockwise direction from neutral position the roller I I6 ridesinthe active portion of the slot I I6 and acts to swing thelever I I9toward the right and thus shift the shaft I69 and the shifter fork I66associated therewith toward the right to bring the gear 26 intoengagement with the gears 21 and 29, andduring this movement the rollerI26rides on the low part of the cam portion-I I6, so that the shifterfork I64 is not operated, and henc e the clutch parts 49 and 66 are indisengagedposition and the roller rides in the dwell portion 4' of theslot II4 so that the shifter fork I66 is-not operated and consequentlythe clutch parts 36 and 39 are in disengaged condition, and since boththe high and 1 second speed gearing of the transmission used in forwarddrive are loose, the drive during reverse will be from the shaft I6through the gears I4 and. 22 through the one way clutch including therollers 52 to the shaft I9 and thence through gears 21, 26, and 29 tothe shaft I 6'. When the parts are in neutral position as shown in Fig.4, the latch I22" is in holding position and the latch I22 is in arelease position and will remain in this position owing to the dwellportion of the cam II6 while thecam H3 is rotated to connect up the lowspeed clutch, but wh'enthe c'am rotates to a position for locking insecond, which means a shifting of the shifter fork I64, then the camportion I2I.. of said fork will act on the latch I 22 to move the sameto a'position just below the.

lug I24 of the shaft I2 and thus prevents the rotation of the shaft I2so that the governor cannot act on said shaft and itsassociated clutch.

With the above construction the control shaft II 6 is moved from itsneutral position shown in Fig. 4 to a position in which the low ratioclutch 36, 39 is engaged. Then as the engine rotates the shaft I6 andthe gear I4, the power. will flow through the gear I4 to the gear 22and'through the one way clutch including the rollers Y52 and actuator 54to the shaft, I9 and thence through the gear 26 then clutched thereto tothe gear 23 and the shaft I6. As the speed of the vehicle increases, theincrease in speed of the shaft will at a predetermined value, such asflve miles per hour car speed, cause the weights 92 to swing outwardlyand through the lever arms 9| push the collars 33 and 32 toward the leftas viewed in Fig. 1 and swing the shifter fork 94 toward the left andhence turn the shaft 16 in a clockwise direction and through the bellcrank lever 16 and the springs 86 and 66 and lever arms II and I4 exerta similar turning. tendency upon theshafts I6 and 12 which through theirshifter forks 61 and 69 act to move the clutch members 66 and 6|awayfrom each other and respectively toward the gear 24 and the gear I4so as to bring the -clutch face 63 into overrunning relationship withthe clutch face 62 and the clutch face 66 into overrunning relationshipwith the clutch face 64. If then under these conditions the operatortemporarily decelerates the speed of the drive shaft I6, then the speedof the gear 24 may be reduced temporarily, so that the clutch parts 62and 63 will become synchronized and,.then be engaged and on againaccelerating establish second speed relationship and under theseconditions since the gear 23 is of larger diameter than thegear 24 itwill revolve the gear 26 at a faster rate of speed than the gear 26 isrevolving, so that the shaft I9 and the actuator 64 will revolve at ahigher rate of speed than the drum 6| and hence the clutch rollers 62will be released from said drum and the drive will then proceed from thegear 22 through the drum 6|, rollers 63, actuator 46, hub 4|, gears 26and 24, clutch 62, to the driven shaft I6. Thereafter as the speed ofthe driven shaft I6 further increases, the overrunning clutch jaws 65and 64 may be made to .engage by a second deceleration of the shaft I6,so as to s hronize these clutch parts with each other, so t t theyengageand upon acceleration of the drive shaft I6 the transmission is in highgear as under these conditions not only.is the low speed roller clutchincluding rollers 62 overrunning, but since the gear 24 is of largerdiameter than the gear I4, it will revolve the gear 26 at a faster rateof speed than the gear 22 is revolving, so that the actuator 46 willrevolve at a higher rate of speed than the drum 6| and hence the rollers63 will be released from said drum and the drive-will then proceed fromshaft I6 to the driven shaft I6 direct through the clutched engagementbetween the shafts. I6 and I6. On a release of the clutch jaws 66 and64, either by manual or-govemor-operation, the second speed automaticclutch including the rollers 63 will again become operative and thetransmission will be in second gear and then on a release of the clutchJaws 62, 63 the lowspeed automatic clutch' including the rollers 62 willagain become operative and the transmission will be in low gear. ,Inorder to perniit release of the direct drive connection without waitingfor the governor to react and consequently without tor tends to dropbelow car speed. This condi-- proceeding in high, means are providedunder the control of the operator for shifting the member 5| and itsclutch face 65 out of operative engagement with the clutch member 64.For this purpose a pedal I25 is pivotally mounted at I26 on the case,only a part thereof being shown in Fig. 5, and is provided with an armI2I to which one end of a link rod I28 is pivotally connected at I28,the other end of said rod slidably working through a slot I38 in the armI3 on the shaft I2. The rod I28 has a spring I3I mounted thereon betweenan adjustable collar I32 and an end collar I33 which on the downwardswinging movement of the pedal I25 is adapted to engage the freejend ofthe arm I3 and through the spring I3I exert a yielding pressure thereonso as to put a similar and hence by. the engine, but the car will drivethrough the jaw 65 to the jaw 64 in case the motion of the clutch isbrought about by limiting the movement of th pedal I25 and hence theaction ing constantly in mesh, the gradual gain in momentum of thevehicle going down hill will keep the speed of the drive shaft III thesame as that of the driven shaft I5, and consequently when the governormechanism becomes effective, there will not be the sudden joltingengagement of the jaw clutches as would be the case if the jaws were outof engagement under these conditions.

In case the governor fails or the operator wants manual engagement ofthe jaw clutches whenthe car is standing still, the Bowden wire I5under. the operator's contrclis connected with an arm on the shaft I5 sothatthe operator may move said shaft, and hence, through the springs 88and 85. the shafts Ill and I2 to manuallymove the clutch members 63 and65 to a position for engagement with their companion clutch members. I

In the modification shown in Fig. 9 the general operation of thetransmission is the same'as that previously described but the one wayroller clutch for the low speed gear ratio is associated with the drivenshaft as is also the shiftable gear for reverse, and the governormechanism may be a separate unit such as is fully shown and described inmy copending application Serial No. 658,747 previously referred to.Briefly. the nuof the spring I3I on the lever I3, so that the shaftmetal I30 designates the drive shaft and HI the will only be moved tosuch an extent as to bring gear thereon meshing with a gear I32 splinedto the clutch parts 54 and 65 into the position shown the auxiliaryshaft' I33 which is mounted in bearto turn the driven shaft I5backwards. Under gear sets previously described will tend to turn Theposition of partial disengagement of the" clutch member'65 through theoperators action of the pedal I25 is shown at the left hand portion ofFig. 7, and this positioning of this particular clutch element wouldoccur in conjunction with the other features of the construction shownin Fig. 1 where'th'e clutch member 65 is shown fully separated from thecompanion clutch member 64 when the parts are inj a neutral position.

It is preferred'to arrange both clutch members 63 and 65-50 that in aso-called disengaged position they are partially engaged with theircompanion clutch members 64 and 62 asshown in Fig. 7 and they assumethis position while in neutral or until the governor acts to fully'engage them so that at no time is the driven shaft free of thedrivingshaft while the driving shaft may be 'free of the driven shaft.This has'the effect of ings I34 and I35 inside the casing I3. A gear I36is keyed or .splined to the shaft I33 and meshes with a gear I3I whichis journalled on a ball bearing journal I38 and is connected to a' oneway roller clutch including a drum I38, formed by an extension of thehub of the gear I31, clutch rollers I48 and an actuator I4I, similar tothe actuator 48, and adapted to be connected to the driven shaft I42 bya jaw clutch including the toothed element I43 formed integral with saidactuator MI and an annular intermeshing' toothed element I44 formed as apart of the hub of I45 of a shiftable gear I46. The gears I36 and I3'Iestablish the low gear ratio through the overrunning clutch includingrollers I40.

The shiftable gear I46 is slidably splined to a 'sleeve I41 which inturn is splined to the driven locking the vehicle against movement whenit transmission to be locked in lowgear through tends to roll down hillbackwards and" thus tends the clutch connection'of the jaw clutch partsI5'I and I52, the part I5I- being formed as a toothed these conditionswhen the clutch 33, 38 is engaged. element on the hub of the ge r I46and the. part the differential action of theJow and second speed theoverrunning clutches 52 and 53 backwards and lock gears 22 and I4against the jaw clutches '63 and 65 which thereby lock the shaft I5against rotation. With this arrangement for partial engagement shown inFig. 7 the rods 11 and 82 with their stops I8 and 84 are adjustedrelative to the lever I6 and the lock nuts I8'and 84' are tight- .I52being formed as int ally toothed part adapted to intermesh. orlnterspline with the toothed part I5I.

The shaft I33 has a drum member I53 splined thereon and cooperating withthe rollers I54 and actuator I55 of a one way automatic clutch, theactuator being similar in general construction to the previouslydescribed actuator 48, and having a key connection I58 with the extendedhub I51 of eiipd so that the clutch jaws are normally in the one of thesecond speed gears I58 which is jourthereto to establish second gearrelationship,

Flor locking the transmission in second gear ratio a clutch member I62is slidably keyed to v the hub extension I61 of the gear I66.and has atoothed clutch element I63 adapted to mesh with an annular toothedclutch element I66 formed as being of the type havin they may slip pastor a part of the drum member I63 so that, when these clutch parts I63and I66 are engaged, the one way clutch is cut out and the driveproceeds direct from the shaft I33 to the gear I66.

'The driven shaft I62 is mounted in the en of the drive shaft I36 in amanner similar to the mounting of the shaft I6 in the drive shaft I6 andhas a splined portion I66 upon which clutch niemb'ers I66 and I 61areslidably splined. The

inclined faces so that 'errun each other until conditions are right fore gagement and the jaws I16 and "I also preferably adapted to have thesame association with each other under certain member I61, the jawsthese clutch elements conditions of driving as the relation of the laws66 and 66, shown in Fig. '1.

, The clutch member I66 has an annular. groove I12 in which the endportions of a shifter fork I 13 are operatively disposed and the clutchmember I6 1 has a similar groove I16 in which the end portions of ashifterfork I16 are operatively disposed. The shifter forks I13 and I16are mounted on shafts I16 and I11 which are similar to the shafts 16 and12 of the first described constructio'n and they may be controlled fromspeed responsive mechanism through a yieldable connection such as shownin Fig. 6 of the first described construction, these connections beingoperated from any suitable governor that is driven from a driven shaftof the transmission. One type of governor mechanism is specificallyshown and described in the application Serial No. 658,747

' previously referred to.

I With this construction the operator shiftsthe gear. I66 toward theleft to bring the'clu parts I66 and I63 into engagement with each otherfor forward drive. Under these conditions power flows fry-the shaft I36through the gears III and I32 to the shaft I33 and then through thegears I36 and I31, the overrunning clutch ineluding the rollers I66 andactuator I, through the clutch I63, I66, hub of the gear I66, and sleeveI61 to the driven shaft I62. As 'thespeed increases the governoroperates in the manner of the first described construction to move theclutch collars I66 and I 61 away from each other and toward the matingclutch members I66 and I16.

and into a position .for engagement therewith.

v If then under these conditions the operator temporarlly deceleratesthe speed of the drive shaft I 36, then the speed of the gear I6I may bereduced temporarily so that the clutch parts I66 and I68 will becomesynchronized and be then will revolve faster than shaft I62 and hencethe clutch rollers I66 will be released from the drum I36 and the drivewill then proceed from the gear I32 through the drum I63, rollers I66,actuator 1 I66, gears I66 and I6I, clutch I66. I66 to the driven shaftI62. Thereafter as the speed of the driven shaft I62 furtherincreases,the overrunning clutch laws, I" and I16 may be made to engage by asecond deceleration of the shaft I6 so as to synchronize these clutchparts with each other so that they engage, and upon acceleration of thedrive shaft I6 the transmission is in high gear since under theseconditions not only is the low speed roller clutch including the rollersI66 overrunning but since the gear I 6I is of larger diameter than thegear "I it will revolve the gear I66 at a faster rate of speed than thegear I32 is revolving so that the actuator I66 will revolve at a higherrate of speed than the drum I63 "and hence the rollers I66 will bereleased from said drum and the drive will then proceed from the shaftI36 to the driven shaft I32 direct through the clutched engagementbetween the shaft I36 and I62. On a release of the clutch Jaws I16 andI", either by manual or governor operation, the second speed automaticclutch in. cluding the rollers I66 will again become operative and thetransmission will be in second gear and then on the release of theclutch jaws I66 and I66'the low speed automatic clutchincluding therollers I66 will again become operative and the transmission will be inlow gear.

If under conditions of forward drive, the operator desires to maintainlow gear relationship, the gear member I 66 may be shifted furthertoward the left to establish the clutch connection bemember I62 isshifted to bring the clutch-parts I63 and I66 into intermeshingrelationship. It will be noted that in each of these instances theclutching of the parts as above described respectively looks out theoverrunning clutches including respectively the rollers I66 and I 66.

For reversing the vehicle the gear member I 66 is shifted toward theright from theneutral position shown in Fig. 9 tomesh with-the gear I66,and the drive then proceeds from the shaft I36 through gears I3.I andI32 to the shaft I33, gears I 66 and I66 to'a lay shaft carrying thegear I63 which then meshes with the gear I66 that is splined through thesleeve I61 to the driven shaft I62. The splined shafts I36 and I are'here shown as supported in the case by Journal bearings I16 and I16.

While the successive engagement of the overrunning jaw clutches has beendescribed, it is to be noted that when at ten miles anrhour or less,according to the setting of the centrifugal govesnor, the operatordecele'rates for shifting the Jaw clutches 62 or'I66 and- 63 or I66 willduring a period of dwell of one or two seconds synchronize and engageand then without accelerating and for a similar period of dwell of oneor two seconds the clutch jaws 66 or I 16 and 66 or "I engage, therebyenabling the driver to'iump from lowto high gear ratio withouthaving toaccelerate in second What I claim as my invention is:

1. In a change speed transmission, the combination of a ,drive shaft, a'driven shaft, auto- .matically variable change speed mechanism for canging the drive of the driven shaft from wer gear ratio to high on atemporary reduction in speed of the drive shaft below that of the drivenshaft and means under the control of the operator to immediately putsaidchange speed mechanism in a lower gear-ratio without reducing the speedof the driven shaft when in "high", said 5 driven shaft adapted while inthe lower gear ratio to drive the drive shaft if the speed of said driveshaft falls below that of the driven shaft.

2. In a change speed transmission, the combination of a drive shaft, adriven shaft, auto- 10 matically variable change speed mechanism forprogressively'changing the gear ratios between the drive and drivenshafts from low to direct drive, means to immediately render said changespeed mechanism ineffective to maintain said I 16 mechanism in directdrive and put said mechanism in a lower gear ratio without reducing thespeed of the driven shaft when in direct drive; said driven shaftadapted while in the lower gear ratio to drive the drive shaft if thespeed of said 80 drive shaft falls below that of the driven shaft.

3. In a variable speed transmission, the combination of a drive shaft, adriven shaft, speed responsive actuated clutch mechanism for con-3necting said shafts together for direct drive on a 25 temporaryreduction in speed of the drive shaft below that of the driven shaft andhaving a driving connection from said driven shaft to said drive shafton a release of said direct drive connection, change speed gearingbetween said shafts 80 for connecting said shafts together at adifferent gear ratio, and manually operated means for moving said clut hmechanism for a release of the direct drive 01 \nection from said driveshaft to said driven shaft without releasing the driv- 36 ing connectionfrom said driven'shaft to said drive shaft.

4. In a variable speed transmission, the combination of a drive shaft, adriven shaft alined with said drive shaft, an auxiliary shaft, change4.0 speed gearing connecting said shafts together fen low and secondspeed gear ratios, a free wheeling connectionbetween said low speedgearing and said driven shaft, a free wheeling connection for saidsecond gear ratio, speed responsive clutch as mechanism for establishingsecond speed ratio through said gearing, speed responsive clutchmechanism for connecting said drive and driven shafts together fordirect drive, said clutch mechanisms adapted to overrun when .the speedof 50 the driver exceeds that of thedriven part being 60thedriven'shaft, automatic clutch mechanism of the overrunning type forestablishing the reduced gear ratio, automatic clutch mechanism of theoverrunning type for direct connection of said drive .and driven shafts,and governor mecha- 65 nism mounted on the reverse gear on said drivenshaft and operatively connected to said clutchmechanisms to move them toa position for engagement. 6. In a variable speed transmission, the com-70 bination of a drive shaft; a driven shaft, an auxiliary shaft, changespeed gearing betweensaid necting said shafts together for direct drive,a

:Erafts for low and second speed gear ratio and reverse gearingconnection between said auxiliary and driven shafts including ashiftable gear,

part exceeds that of the driven part, said jaw .tion of saiddrivemernber'if the speed of the nd gear ratio, clutch mechanism forconnecting said gearing for the low gear ratio, manually operated clutchmechanism for locking said gearing in second, and control mechanism formoving said shiftable reverse gear to freverse position locking clutchmechanism.

'7. In a variable speed transmission, the combination of a drive shaft,a driven shaft, change speed gearing between said shafts, an overrunningjaw clutch for establishing connection between said shafts through saidgearing, means for placing said clutch in a partly disengaged positionso as to prevent a forward drive through theclutch and retain a reversedrive therethrough, said clutch when so released from a forward driverelationship, upon deceleration of said drive shaft, forming aconnection for'drive from the driven shaft to the drive shaft withoutchanging its direction of rotation when said driven shaft is the driver,and means for holding said clutch in said partly disengaged position.

.8. In a change speed transmission, the combination of a drive shaft, adriven shaft, change speed gearing -between said shafts, an overrun ningclutch for connecting said shafts with said.

- bination of a drive shaft, a drivenshaft, change speed gearing betweensaid shafts, an overrun-' ning clutch for connecting said shafts withsaid gearing, an overrunning clutch for connecting said drive and drivenshafts directly together, said overrunning clutches when not fullyengaged permitting the 'drive of said drive shaft through said gearingorthrough said driven shaft by the driven shaft without changing thedirection of rotation ofsaid drive shaft, said overrunning clutchesacting to lock the driven shaft against movement when the drive shaft isnot being driven and there is a tendency to move the vehicle backwardsdown hill.

10. In a change speed gearing, the combination of a drive shaft, adriven shaft, change speed gearing between said shafts, a Jaw clutchwforconnecting said gearing with said shafts, a jaw clutch for connectingsaid drive shaft directly with saiddriven shaft, said jaw clutches beingof thetype in which the driver part of said clutch may overnm the drivenpart when thespeed of the drive clutches when not fully engaged being ina partially engaged position so that the driven member of each clutchmay drive the drive member thereof without'changing the direction ofrotadrive member'is below that of the driven membe 11. In a variablespeed transmission, the co bination of a drive shaft, a driven shaft,change speed gearing between said shaft, an" overnmning jaw clutch forconnecting'said shafts with 70 said gearing, an overrunning jaw clutchfor congovei'nor operable through connection with said driven shaft,yieldableconnections between said governor and each of 'said clutches. amanually =76 j ,7 I I v I of the jaw clutch to a partially'disengagedposition,said last named jaw clutch when partially engaged permittingthe drive of said drive shaft by said driven shaft when said drivenshaft is rotating faster than said drive shaft.

12. In a change speed transmission, the-combination of a drive shaft, adriven shaft, change speed gearing between said shafts, a clutch forconnecting said shafts together through said gearing, a clutch forconnecting said drive and driven shafts directly together, speedresponsive means for actuating said clutches, means for locking said,shafts in constant ratio with said gearing, and a latch controlled bysaid locking means for preventing operation of said clutch forconnecting said drive and driven shafts directly together.

13. In a change speed transmission, the combination of a drive shaft, adriven shaft, change speed gearing between said shafts, a clutch forconnecting said shafts together through said gearing, a clutch forconnecting said drive and driven shafts directly together, speedresponsive means for actuating said clutches, a reverse gear connectionbetween said shafts, manually operated meansfor controlling said reversegear connection, and a latch controlled by said last named means forpreventing operation of both of said clutches while in neutral.

14. In a change speed transmission, the combination of a drive shaft, adriven shaft, change speed gearing between said shafts, means foroperatively connecting said gearing with said shafts,

' an overrunning jaw clutch for connecting said position so as toprevent a forward drive from.

- the drive to the driven shafts through said clutch and to retain areverse drive from the driven to.

' drive and driven shafts directly together. means .for placing saidclutch in a partly disengaged the drive shaft therethrough, said clutchwhen so released from aforward drive relationship,

up'on deceleration of said drive shaft, permitting .the drive of saiddrive shaft by said driven shaft without changing the direction ofrotation of said drive shaft when said driven shaft is the driveryandmeans for retaining said clutch in auxiliary shaft and the driven shaftfor the sec- 0nd speed gear ratio and an automatic one way clutchbetween said driven shaft and the low ratio gear thereon, jaw clutchmechanism of the overrunning type for'establishing second speed ratiothrough said gearing, and jaw clutch mechof said clutches when saidreverse gear is in reverse position, and means operated by said controlmechanism for controlling said last named latch.

17. In a variable speed transmission, the combination of a drive shaft,a driven shaft, an auxiliary shaft, change speed gearing between saidshafts for low and second speed gear ratio and a reversegearingconnection between said auxiliary and driven shafts including ashiftable gear, a clutch for connecting said shafts together a throughsaid gearing, a clutch for connecting said drive and driven shaftsdirectly together, speed responsive meansfor actuating said clutches,clutch mechanism for connecting said gearing for the low gear ratio,means for locking said gearing in second, a latch controlled by saidlocking means for preventing operation of said clutch for connectingsaid drive and driven shafts directly together, a latch for preventingoperation of both of saidspeed responsive actuated clutches when saidgearing 'is in reverse, a cam for selectively operating said lockingmeans and said last named latch, and means associated with said cam formoving said shiftable reverse gear to reverse position while releasingthe clutch for connecting said gearingfor the low gear ratio.

' 18. In a variable speed transmission, the combination of a driveshaft, a driven shaft, change speed gearing. connecting said shaftstogether for low and second speed gear ratios, a free wheelingconnection between said low speed gearing and said driven shaft, a freewheeling connection for said second gear ratio, clutch mechanism forestablishing second speed ratio through said gearing, speed responsiveclutch mechanism for connecting said drive and driven shafts togetherfor direct drive, said last named clutch mechanism adapted to overrunwhen the speed of the driver exceeds that of the driven part beingengaged but being constantly engaged for the drive of the driver part bythe driven part to prevent free wheeling of the drive shaft relative tothe driven shaft. l I

19, In a change speed transmission, the combination of a drive shaft, adriven shaft, change speed gearing between said shafts, an overrunningclutch for connecting said shafts with said gearing, an overrunningclutch for connecting said drive and driven shafts directly-together,

means for iplacingsaid clutches in partly engaged positions preventingforward drive through said clutches and maintaining a reverse drivetherethrough, and means for holding said clutches in said partly engagedpositions.

' OSCAR n. BANKER.

